JP2022099627A - Vehicular air conditioner - Google Patents

Abstract

To suppress deterioration of a battery by sufficiently cooling the battery even during an operation in an air-conditioning priority mode of prioritizing air-conditioning in a cabin.SOLUTION: A vehicular air conditioner includes: a refrigerant circuit having a compressor compressing a refrigerant, a heat absorber absorbing heat from air to be supplied into a cabin and a temperature-controlled object heat exchanger; an apparatus temperature control circuit connected to the refrigerant circuit via the temperature-controlled object heat exchanger and controlling a temperature of a temperature-controlled object mounted to a vehicle by using the temperature-controlled object heat exchanger; and a control device controlling the refrigerant circuit and the apparatus temperature control circuit. During an operation for simultaneously performing air-conditioning in the cabin and cooling of the temperature-controlled object in an air-conditioning priority mode of prioritizing air-conditioning in the cabin, the control device corrects a target heat absorber temperature of the heat absorber to a target heat absorber temperature correction value on the basis of the temperature of the temperature-controlled object.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle air conditioner applied to a vehicle, and more particularly to a vehicle air conditioner capable of simultaneously cooling a battery mounted on the vehicle and air-conditioning the interior of the vehicle.

Conventionally, air conditioners applied to vehicles include compressors, indoor heat exchangers (evaporators during cooling, condensers during heating), and outdoor heat exchangers (condenser during cooling, evaporators during heating). , And a refrigerant circuit to which an expansion valve is connected is provided, and air that has exchanged heat with the refrigerant in the indoor heat exchanger is supplied to the passenger compartment to air-condition the passenger compartment.

By the way, in recent years, vehicles such as hybrid vehicles and electric vehicles, in which a traveling motor is driven by electric power supplied from a traveling battery mounted on the vehicle, have become widespread. The traveling battery may release heat to a high temperature due to continuous running of the vehicle and charge / discharge such as quick charging, and if the use is continued under a high temperature, the battery performance is deteriorated or deteriorated.
For this reason, there are known vehicle air conditioners that air-condition the interior of a vehicle and cool a traveling battery.

For example, in the vehicle air conditioner of Patent Document 1, a second evaporator for cooling the battery is provided separately from the first evaporator provided in the refrigerant circuit, and the refrigerant circulating in the refrigerant circuit is circulated to the second evaporator. The battery can be cooled by exchanging heat with the heat medium and circulating the heat exchanged heat medium through the battery. When air conditioning and battery cooling are performed at the same time, the opening degree of the second expansion valve provided on the upstream side of the refrigerant of the second evaporator is controlled based on the temperature of the first evaporator and the refrigerant. 1 Evaporator priority control (priority is given to the air conditioning temperature in the vehicle interior) and second evaporator priority control (priority is given to battery cooling) that is controlled based on the refrigerant state of the second evaporator is appropriately switched and controlled. ..

Japanese Unexamined Patent Publication No. 2019-209938

In the vehicle air conditioner of Patent Document 1 described above, when the temperature of the battery rises during the operation by the first evaporator priority control, the second evaporator priority control or the battery cooling independent operation is performed in order to give priority to the battery cooling. If the vehicle interior is insufficiently cooled during operation by switching and the second evaporator priority control, the first evaporator priority control is switched to give priority to the temperature inside the vehicle interior. In such control, the control is complicated because the first evaporator priority control and the second evaporator priority control are sequentially switched according to the temperature change in the battery or the vehicle interior. Further, when the second evaporator priority control is switched to the first evaporator priority control, the cooling target of the battery which is the priority cooling target before the switching may not be achieved, and the battery may not be sufficiently cooled.

The present invention has been made in view of such circumstances, and the present invention is to achieve both air conditioning in the vehicle interior and battery cooling, and to sufficiently cool the battery even during operation in the air conditioning priority mode in which the air conditioning in the vehicle interior is prioritized. The problem is to suppress the deterioration of the battery.

The present invention includes a refrigerant circuit including a compressor for compressing a refrigerant, a heat absorber that absorbs heat from air supplied to the vehicle interior, and a heat exchanger subject to temperature control, and the refrigerant circuit and the heat exchanger subject to temperature control. It is provided with an equipment temperature adjustment circuit that is connected via the device and adjusts the temperature of the object to be temperature-controlled mounted on the vehicle by the heat exchanger to be temperature-controlled, and a control device that controls the refrigerant circuit and the equipment temperature adjustment circuit. ,
The control device absorbs heat based on the temperature of the temperature-controlled object during operation in which the air-conditioning of the vehicle interior and the cooling of the temperature-controlled object are simultaneously performed by the air-conditioning priority mode that prioritizes the air-conditioning of the vehicle interior. To provide a vehicle air conditioner that corrects the target heat absorber temperature of the vessel.

According to the present invention, it is possible to appropriately maintain the temperature of the object to be temperature-controlled even during operation in the air-conditioning priority mode in which the air-conditioning in the vehicle interior is prioritized. For example, deterioration of the battery can be suppressed by sufficiently cooling the battery as the object to be temperature-controlled.

It is a figure which shows the schematic structure of the air conditioner for a vehicle which concerns on embodiment of this invention, and the flow of a refrigerant. It is a block diagram which shows the schematic structure of the air-conditioning controller as the control device of the air-conditioning apparatus for vehicles which concerns on embodiment of this invention. It is a control block diagram which calculates the target rotation speed TGNCc of the compressor in the air-conditioning controller of the air-conditioning apparatus for a vehicle which concerns on a reference example. It is a block diagram of opening / closing control of a chiller expansion valve in an air conditioning controller which concerns on a reference example. It is a timing chart showing the operation of the compressor rotation speed, the heat absorber temperature Te, the chiller water temperature Tw, the chiller expansion valve, and the indoor expansion valve in the vehicle air conditioner according to the reference example. It is a control block diagram which calculates the reduction amount TEO_PC of the target heat absorber temperature TEO in the air-conditioning controller of the vehicle air-conditioning apparatus which concerns on embodiment of this invention. It is a control block diagram which calculates the target heat absorber temperature correction value TEO2 in the air-conditioning controller of the vehicle air-conditioning apparatus which concerns on embodiment of this invention. It is a control block diagram which calculates the target compressor rotation speed TGNCc in the air-conditioning controller of the air-conditioning apparatus for vehicles which concerns on embodiment of this invention. It is a timing chart which shows the operation of the compressor rotation speed, the heat absorber temperature Te, the chiller water temperature Tw, the chiller expansion valve, and the indoor expansion valve in the vehicle air conditioner according to the embodiment of the present invention. It is a flowchart about the calculation process of the target heat absorber temperature correction value TEO2 and the target compressor rotation speed TGNCc by the air conditioning controller of the vehicle air conditioner according to the embodiment of the present invention.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals indicate parts having the same function, and duplicate description in each figure will be omitted as appropriate.

FIG. 1 shows a schematic configuration of a vehicle air conditioner 1 according to an embodiment of the present invention. The vehicle air conditioner 1 can be applied to a vehicle such as an electric vehicle (EV) in which an engine (internal engine) is not mounted or a so-called hybrid vehicle in which an engine and an electric motor for traveling are used. Such a vehicle is equipped with a battery 55 (for example, a lithium battery) and is driven by supplying electric power charged in the battery 55 from an external power source to a motor unit 65 including a traveling motor (electric motor). Run. The vehicle air conditioner 1 is also driven by being supplied with power from the battery 55.

The vehicle air conditioner 1 includes a refrigerant circuit R for operating a heat pump and an equipment temperature adjusting circuit 61 for adjusting the temperature of a temperature-controlled object such as a battery 55 and a motor unit 65. The equipment temperature adjusting circuit 61 is connected to the refrigerant circuit R so as to be heat exchangeable via a refrigerant-heat medium heat exchanger 64 (heat exchanger subject to temperature control), which will be described later. The vehicle air conditioner 1 selectively executes various operation modes including air conditioning operation such as heating operation and cooling operation by heat pump operation using the refrigerant circuit R, thereby performing air conditioning in the vehicle interior and the battery 55 and the motor unit 65. Etc. To adjust the temperature of the object to be heated.

The refrigerant circuit R is provided in the electric compressor (electric compressor) 2 for compressing the refrigerant and in the air flow passage 3 of the HVAC unit 10 through which the air in the vehicle interior is circulated, and is discharged from the compressor 2. An indoor condenser 4 as an indoor heat exchanger (heating unit) that dissipates high-temperature and high-pressure refrigerant to heat the air supplied to the vehicle interior, an outdoor expansion valve 6 that decompresses and expands the refrigerant during heating, and dissipates the refrigerant during cooling. An outdoor heat exchanger 7 for exchanging heat between the refrigerant and the outside air in order to function as a radiator (condenser) to absorb heat of the refrigerant during heating, and a room for decompressing and expanding the refrigerant. An expansion valve 8, a heat exchanger 9 provided in the air flow passage 3 for cooling the air supplied to the vehicle interior by absorbing heat from the outside of the vehicle interior to the refrigerant during cooling (during dehumidification), an accumulator 12, and the like are provided. It is configured by being connected by refrigerant pipes 13A to 13G.

Both the outdoor expansion valve 6 and the indoor expansion valve 8 are electronic expansion valves driven by a pulse motor (not shown), and the opening degree is appropriately controlled from fully closed to fully open by the number of pulses applied to the pulse motor. .. The outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the indoor condenser 4 and flowing into the outdoor heat exchanger 7. Further, in the outdoor expansion valve 6, the SC (subcool) value, which is an index of the degree of achievement of supercooling at the refrigerant outlet of the indoor capacitor 4, becomes a predetermined target value during the heating operation using the outdoor heat exchanger 7. In addition, the opening degree is controlled by the air conditioning controller 32 described later (SC control). The indoor expansion valve 8 decompresses and expands the refrigerant flowing into the heat absorber 9, and adjusts the endothermic amount of the refrigerant in the heat absorber 9, that is, the cooling capacity of the passing air.

The refrigerant outlet of the outdoor heat exchanger 7 and the refrigerant inlet of the heat absorber 9 are connected by a refrigerant pipe 13A. The refrigerant pipe 13A is provided with a check valve 18 and an indoor expansion valve 8 in this order from the outdoor heat exchanger 7 side. The check valve 18 is provided in the refrigerant pipe 13A so that the direction toward the heat absorber 9 is the forward direction. The refrigerant pipe 13A branches to the refrigerant pipe 13B at a position closer to the outdoor heat exchanger 7 than the check valve 18.

The refrigerant pipe 13B branched from the refrigerant pipe 13A is connected to the refrigerant inlet of the accumulator 12. The refrigerant pipe 13B is provided with a solenoid valve 21 and a check valve 20 that are opened during heating in order from the outdoor heat exchanger 7 side. The check valve 20 is connected so that the direction toward the accumulator 12 is the forward direction. The solenoid valve 21 and the check valve 20 of the refrigerant pipe 13B are branched into the refrigerant pipe 13C. The refrigerant pipe 13C branched from the refrigerant pipe 13B is connected to the refrigerant outlet of the heat absorber 9. The refrigerant outlet of the accumulator 12 and the compressor 2 are connected by a refrigerant pipe 13D.

The refrigerant outlet of the compressor 2 and the refrigerant inlet of the indoor condenser 4 are connected by a refrigerant pipe 13E. One end of the refrigerant pipe 13F is connected to the refrigerant outlet of the indoor condenser 4, and the other end side of the refrigerant pipe 13F is branched into the refrigerant pipe 13G and the refrigerant pipe 13H in front of the outdoor expansion valve 6 (upstream side of the refrigerant). One of the branched refrigerant pipes 13H is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. Further, the other branched refrigerant pipe 13G is connected between the check valve 18 of the refrigerant pipe A and the indoor expansion valve 8. A solenoid valve 22 is provided on the upstream side of the refrigerant from the connection point of the refrigerant pipe 13G with the refrigerant pipe 13A.

As a result, the refrigerant pipe 13G is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18 and bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. It becomes a circuit to do.

The air flow passage 3 on the upstream side of the air of the heat absorber 9 is formed with each suction port of the outside air suction port and the inside air suction port (represented by the suction port 25 in FIG. 1). The suction port 25 is provided with a suction switching damper 26. The suction switching damper 26 appropriately switches between the inside air (inside air circulation), which is the air inside the vehicle interior, and the outside air (outside air introduction), which is the air outside the vehicle interior, and introduces the air into the air flow passage 3 from the suction port 25. An indoor blower fan 27 for supplying the introduced inside air and outside air to the air flow passage 3 is provided on the air downstream side of the suction switching damper 26.

In FIG. 1, the auxiliary heater 23 functions as an auxiliary heating device. The auxiliary heater 23 is composed of, for example, a PTC heater (electric heater), and is provided in the air flow passage 3 on the air downstream side of the indoor condenser 4 with respect to the air flow in the air flow passage 3. .. The auxiliary heater 23 is energized to generate heat to supplement the heating in the vehicle interior.

The air (inside air or outside air) in the air flow passage 3 that has flowed into the air flow passage 3 on the air upstream side of the indoor condenser 4 and has passed through the heat absorber 9 is taken into the indoor condenser 4 and the air flow passage 3. An air mix damper 28 for adjusting the ratio of ventilation to the auxiliary heater 23 is provided.

As the auxiliary heating means, for example, hot water heated by the waste heat of the compressor may be circulated to the heater core arranged in the air flow passage 3 to heat the blown air.

The device temperature adjusting circuit 61 adjusts the temperature of the battery 55 or the motor unit 65 by circulating a heat medium through a temperature-controlled object such as the battery 55 or the motor unit 65. The motor unit 65 also includes a traveling electric motor and a heat generating device such as an inverter circuit for driving the electric motor. In addition to the battery 55 and the motor unit 65, a device mounted on a vehicle and generating heat can be applied as a temperature control target.

The equipment temperature control circuit 61 includes a first circulation pump 62 and a second circulation pump 63 as a circulation device for circulating a heat medium to a battery 55 and a motor unit 65, a refrigerant-heat medium heat exchanger 64, and a heat medium. It includes a heating heater 66, an air-heat medium heat exchanger 67, and a three-way valve 81 as a flow path switching device.

The equipment temperature control circuit 61 is connected to the refrigerant circuit R via the refrigerant-heat medium heat exchanger 64. In the refrigerant circuit R, one end of the branch pipe 72 as a branch circuit is connected between the connection point of the refrigerant pipe 13A with the refrigerant pipe 13G and the indoor expansion valve 8, and the other end of the branch pipe 72 is the refrigerant-. It is connected to the refrigerant flow path 64B of the heat medium heat exchanger 64. The branch pipe 72 is provided with a chiller expansion valve 73. The chiller expansion valve 73 is an electronic expansion valve driven by a pulse motor (not shown), and the opening degree is appropriately controlled from fully closed to fully open by the number of pulses applied to the pulse motor. The chiller expansion valve 73 decompresses and expands the refrigerant flowing into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64.

One end of the refrigerant pipe 74 is connected to the outlet of the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and the other end of the refrigerant pipe 74 is connected between the check valve 20 of the refrigerant pipe B and the accumulator 12. Has been done. The refrigerant-heat medium heat exchanger 64 constitutes a part of the refrigerant circuit R and at the same time constitutes a part of the equipment temperature adjusting circuit 61.

One end of the heat medium pipe 68A is connected to the heat medium discharge side of the refrigerant-heat medium heat exchanger 64. The heat medium pipe 68A is provided with a heat medium heater 66, a battery 55, a first circulation pump 62, and a check valve 82 in this order from the refrigerant-heat medium heat exchanger 64 side. The other end of the heat medium pipe 68A is connected to the heat medium pipe 68B described later. The heat medium pipe 68A is branched into the heat medium pipe 68B at a position closer to the refrigerant-heat medium heat exchanger 64 than the heat medium heater 66. An air-heat medium heat exchanger 67 is provided at the other end of the branched heat medium pipe 68B. The heat medium pipe 68B branches to the heat medium pipe 68C on the upstream side of the heat medium from the air-heat medium heat exchanger 67, and the other end of the heat medium pipe 68C is the refrigerant-heat medium heat via the three-way valve 81. It is connected to the heat medium inlet of the exchanger 64. The air-heat medium heat exchanger 67 is arranged on the leeward side of the outdoor heat exchanger 7 with respect to the flow (air passage) of the outside air (air) ventilated by the outdoor blower 15.

A three-way valve 81 is provided on the downstream side of the heat medium from the air-heat medium heat exchanger 67 of the heat medium pipe 68B, and the three-way valve 81 of the heat medium pipe 68B and the heat medium inlet of the refrigerant-heat medium heat exchanger 64 are provided. The other end of the heat medium pipe 13A is connected between them. The heat medium pipe 68B is branched to the heat medium pipe 13C on the upstream side of the heat medium from the air-heat medium heat exchanger 67 of the heat medium pipe 68B, and the other end of the branched heat medium pipe 13C is connected to the three-way valve 81. There is. The heat medium pipe 13C is provided with a second circulation pump 63 and a motor unit 65.

As the heat medium used in the equipment temperature control circuit 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air can be adopted. In this embodiment, water is used as a heat medium. Further, it is assumed that a jacket structure is provided around the battery 55 and the motor unit 65 so that a heat medium can be distributed in a heat exchange relationship with the battery 55 and the motor unit 65, for example.

When the three-way valve 81 is switched to a state in which the inlet and the outlet on the refrigerant-heat medium heat exchanger 64 side communicate with each other and the first circulation pump 62 is operated, the heat medium discharged from the first circulation pump 62 heats up. The medium pipe 68A flows in the order of the check valve 82, the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, the heater 66, and the battery 55, and is sucked into the second circulation pump 63. In such a flow path control state, the heat medium is circulated between the battery 55 and the refrigerant-heat medium heat exchanger 64.

When the three-way valve 81 is switched to a state in which the inlet and the outlet on the refrigerant-heat medium heat exchanger 64 side communicate with each other and the second circulation pump 63 is operated, the heat medium discharged from the second circulation pump 63 becomes a heat medium. The pipe 68C flows in the order of the motor unit 65 and the three-way valve 81, enters the heat medium pipe 68B from the three-way valve 81, flows in the order of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and then the heat medium pipe again. It flows to 68C and is sucked into the second circulation pump 63. In such a flow path control state, the heat medium is circulated between the motor unit 65 and the refrigerant-heat medium heat exchanger 64.

When the chiller expansion valve 73 is open, a part or all of the refrigerant flowing out from the refrigerant pipe 13G and the outdoor heat exchanger 7 flows into the branch pipe 72 and is depressurized by the chiller expansion valve 73, and then the refrigerant-heat medium. It flows into the refrigerant flow path 64B of the heat exchanger 64 and evaporates. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path in the process of flowing through the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, and then is sucked into the compressor 2 via the accumulator 12.

FIG. 2 shows a schematic configuration of an air conditioning controller 32 as a control device that controls the control of the vehicle air conditioning device 1. The air conditioning controller 32 is connected to the vehicle controller 35 (ECU), which controls the entire vehicle including the drive control of the motor unit 65 and the charge / discharge control of the battery 55, via the vehicle communication bus, and transmits / receives information. A microcomputer as an example of a computer provided with a processor can be applied to both the air conditioning controller 32 and the vehicle controller 35 (ECU).

The following sensors and detectors are connected to the air conditioning controller 32 (control device), and the outputs of these sensors and detectors are input.
Specifically, the air conditioning controller 32 (control device) includes an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle, and an HVAC suction temperature sensor that detects the temperature of the air sucked into the air flow passage 3 from the suction port 25. 36, the inside air temperature sensor 37 that detects the temperature of the air in the vehicle interior, that is, the inside air temperature, the inside air Tin, the outlet temperature sensor 41 that detects the temperature of the air blown into the vehicle interior from the outlet 29, and the compressor 2. A discharge pressure sensor 42 that detects the discharge refrigerant pressure (discharge pressure Pd), a discharge temperature sensor 43 that detects the discharge refrigerant temperature of the compressor 2, a suction temperature sensor 44 that detects the suction refrigerant temperature TS of the compressor 2, and the suction temperature sensor 44. The indoor condenser temperature sensor 46 that detects the temperature of the indoor condenser 4 (the temperature of the refrigerant that has passed through the indoor condenser 4 or the temperature of the indoor condenser 4 itself: the indoor condenser temperature TCI) and the pressure of the indoor condenser 4 (in this embodiment, The temperature of the indoor condenser pressure sensor 47 and the heat absorber 9 (the temperature of the air that has passed through the heat absorber 9 or the temperature of the heat absorber 9 itself) that detects the refrigerant pressure immediately after exiting the indoor condenser 4: the indoor condenser outlet pressure Pci). : Heat absorber temperature sensor 48 that detects the heat absorber temperature Te) and the heat absorber pressure sensor 49 that detects the refrigerant pressure of the heat absorber 9 (the pressure of the refrigerant in the heat absorber 9 or immediately after leaving the heat absorber 9). For example, a photosensor type solar radiation sensor 51 for detecting the amount of solar radiation into the vehicle interior, a vehicle speed sensor 52 for detecting the moving speed (vehicle speed) of the vehicle, and switching between set temperature and air conditioning operation are set. An air conditioning operation unit 53 for this purpose, an outdoor heat exchanger temperature sensor 54 for detecting the temperature of the outdoor heat exchanger 7 (in this embodiment, the discharge refrigerant temperature TXO immediately after discharge from the outdoor heat exchanger 7), and an outdoor heat exchange. An outdoor heat exchanger pressure sensor 56 that detects the refrigerant pressure of the vessel 7 (in the present embodiment, the discharge refrigerant pressure value PXO immediately after discharge from the outdoor heat exchanger 7) is connected.

In addition to the above, the air conditioning controller 32 includes a battery temperature sensor 76 that detects the temperature of the battery 55, and a heat medium temperature Tw (hereinafter,) that exits the heat medium flow path of the refrigerant-heat medium heat exchanger 64 and enters the battery 55. , "Chiller water temperature") is connected to the heat medium temperature sensor 79. In order to grasp the temperature of the battery 55, either the battery temperature sensor 76 or the heat medium temperature sensor 79 can be appropriately used.

Further, in the air conditioning controller 32, the temperature of the motor unit 65 (the temperature of the motor unit 65 itself, the temperature of the heat medium exiting the motor unit 65, or the temperature of the heat medium entering the motor unit 65: one of the temperatures: the motor. A motor temperature sensor 78 that detects the temperature Tm) is also connected.

On the other hand, the output of the air conditioning controller 32 includes a compressor 2, an outdoor blower 15, an indoor blower (blower fan) 27, a suction switching damper 26, an air mix damper 28, an outlet switching damper 31, and outdoor expansion. A valve 6, an indoor expansion valve 8, each solenoid valve of the solenoid valves 21 and 22, an auxiliary heater 23, first and second circulation pumps 62 and 63, a chiller expansion valve 73, and a three-way valve 81 are connected. The air conditioning controller 32 controls these based on the output of each sensor, the settings input by the air conditioning operation unit 53, and the information from the vehicle controller 35.

In the vehicle air conditioner 1 configured in this way, when the vehicle interior is cooled and the battery 55 is cooled at the same time during the cooling operation, the battery priority mode in which the cooling of the battery 55 is prioritized and the air conditioning in the vehicle interior are prioritized. It can be executed by switching between the air conditioning priority mode and the air conditioning priority mode.

The battery priority mode is an operation mode executed when the amount of heat generated by the battery 55 is high and the demand for cooling capacity of the battery 55 is high, for example, when the battery 55 is rapidly charged. On the other hand, the air-conditioning priority mode is an operation mode executed when, for example, the amount of heat generated by the battery is high and both the air-conditioning side and the battery side have a high demand for cooling capacity, such as during normal driving of a vehicle.

Hereinafter, in the present embodiment, the operation during the cooling operation in the air conditioning priority mode in which the air conditioning in the vehicle interior is prioritized will be described.
FIG. 1 shows the flow of the refrigerant (solid arrow) in the refrigerant circuit R during operation in the air conditioning priority mode. Although the rotation speed of the compressor 2 and the amount of the refrigerant circulating in the refrigerant circuit R may differ from each other in the battery priority mode and the air conditioning priority mode, the flow of the refrigerant in the refrigerant circuit R is the same.

Cooling operation is selected by the air conditioning controller 32 (auto mode) or by manual operation to the air conditioning operation unit 53 (manual mode). In the cooling operation, particularly in the air conditioning priority mode, the air conditioning controller 32 opens the outdoor expansion valve 6, the indoor expansion valve 8, and the chiller expansion valve 73, and closes the solenoid valve 21 and the solenoid valve 22. In this state, the air conditioning controller 32 operates the compressor 2, the outdoor blower 15, and the indoor blower 27, and the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23 of the air mix damper 28. Is in an adjustable state. As a result, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. The auxiliary heater 23 is not energized.

Although the air in the air flow passage 3 is ventilated through the radiator 4, the ratio is small (because it is only reheated during cooling), so it only passes through here, and the radiator 4 is used. The discharged refrigerant reaches the refrigerant pipe 13H via the refrigerant pipe 13F, flows into the outdoor heat exchanger 7, is air-cooled by the outside air ventilated by the outdoor blower 15, and is condensed and liquefied.

A part of the refrigerant leaving the outdoor heat exchanger 7 reaches the indoor expansion valve 8 via the refrigerant pipe 13A and the check valve 18, and the refrigerant is decompressed by the indoor expansion valve 8 and then flows into the heat absorber 9. Evaporate. The endothermic action at this time cools the air that is blown out from the indoor blower 27 and exchanges heat with the endothermic device 9. The refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and is repeatedly sucked into the compressor 2 from there through the refrigerant pipe 13D. Since the air cooled by the heat absorber 9 is blown into the vehicle interior from the outlet 29, the vehicle interior is cooled by this.

On the other hand, the rest of the refrigerant leaving the outdoor heat exchanger 7 enters the branch pipe 72 via the refrigerant pipe 13A and the check valve 18, is depressurized by the chiller expansion valve 73, and then passes through the branch pipe 72 to the refrigerant-heat medium. It flows into the refrigerant flow path 64B of the heat exchanger 64 and evaporates. At this time, it exerts an endothermic effect. The refrigerant evaporated in the refrigerant flow path 64B enters the check valve 20 downstream side of the refrigerant pipe 13B via the refrigerant pipe 74, and is repeatedly sucked into the compressor 2 via the accumulator 12 and the refrigerant pipe 13D.

(Control during cooling operation by air conditioning priority mode in the reference example)
First, in accordance with FIGS. 3 to 5, the control in the case of performing the cooling operation in the air conditioning priority mode in the vehicle air conditioner according to the reference example will be described. The vehicle air conditioner according to the reference example has the same configuration as the vehicle air conditioner according to the present embodiment, although the control operation is different. Therefore, in the following description, for convenience, the same components as those of the vehicle air conditioner according to the present embodiment are designated by the same reference numerals.

FIG. 3 is a control block diagram for calculating the target rotation speed TGNCc of the compressor in the air conditioning controller 32 according to the reference example. As shown in FIG. 3, the air conditioning controller 32 controls the rotation speed of the compressor 2 based on the endothermic temperature Te so that the endothermic temperature Te becomes the preset target endothermic temperature TEO.

In the air conditioning controller, the F / F (feed forward) operation amount calculation unit 123 operates the F / F of the target compressor rotation speed based on the endothermic temperature Te and the target endothermic temperature TEO which is the target value of the endothermic temperature Te. The quantity TGNCcF / F is calculated.

Further, the F / B (feedback) manipulated amount calculation unit 124 performs a PID (proportional integral differentiation) calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te, or a PI (proportional integral) calculation to obtain the F / of the target compressor rotation speed. B Operation amount TGNCcF / B is calculated. Then, the F / F operation amount TGNCcF / F calculated by the F / F operation amount calculation unit 123 and the F / B operation amount TGNCcF / B calculated by the F / B operation amount calculation unit 124 are added by the adder 126 and TGNCc00. Is input to the limit setting unit 127.

In the limit setting unit 127, the lower limit rotation speed TGNCcrLimLo and the upper limit rotation speed TGNCcLimHi are set to TGNCc00 and input to the compressor OFF control unit 128 as TGNCc0, and the compressor 2 is input to the compressor OFF control unit 128. The target rotation speed TGNCc of is determined.

FIG. 4 shows a block diagram of opening / closing control of the chiller expansion valve 73 in the air conditioning controller 32 according to the reference example. The air conditioning controller 32 presets an upper limit temperature TWOUL and a lower limit temperature TWOLL having a predetermined temperature difference with respect to the target chiller water temperature TWO. The air conditioning controller 32 receives an input of the battery temperature detected by the battery temperature sensor 76 or the chiller water temperature Tw detected by the heat medium temperature sensor 79 in order to grasp the temperature of the battery 55. Hereinafter, the chiller water temperature Tw will be used to grasp the temperature of the battery 55.

When the chiller water temperature Tw rises to the upper limit temperature TWOUL when the chiller expansion valve 73 is closed, the air conditioning controller 32 opens the chiller expansion valve 73. As a result, the refrigerant is circulated in the refrigerant-heat medium heat exchanger 64 to cool the battery 55.
On the other hand, when the chiller water temperature Tw drops to the lower limit temperature TWOLL, the air conditioning controller 32 closes the chiller expansion valve 73 and stops the inflow of the refrigerant into the refrigerant-heat medium heat exchanger 64.

As described above, in the reference example, the air conditioning controller 32 controls the air conditioning temperature by changing the rotation speed of the compressor 2 based on the temperature of the heat absorber 9, and the chiller expansion valve 73 is based on the chiller water temperature Tw. The temperature of the battery 55 is controlled by repeatedly opening and closing to adjust the inflow amount of the refrigerant into the refrigerant-heat medium heat exchanger 64.

FIG. 5 is a timing chart showing the operations of the compressor 2, the heat absorber temperature Te, the chiller water temperature Tw, the chiller expansion valve 73, and the indoor expansion valve 8 in the vehicle air conditioner according to the reference example.

As shown in FIG. 5, in a state where normal cooling operation (without battery cooling) is performed, the chiller water temperature Tw gradually rises due to the heat generated by the battery 55, and is set with respect to the target chiller water temperature TWO at time T1. The upper limit (the temperature at which the chiller expansion valve should be opened) is reached. At this time, the air conditioning controller 32 switches from the normal cooling operation mode to the air conditioning priority mode in order to simultaneously perform air conditioning and battery cooling, and opens the chiller expansion valve 73.

As a result, the chiller water temperature Tw decreases as the refrigerant flows into the refrigerant-heat medium heat exchanger 64, but on the other hand, the amount of the refrigerant flowing into the heat absorber 9 decreases, so that the endothermic temperature Te begins to rise. Therefore, the air conditioning controller 32 calculates the rotation speed TGNCc of the compressor 2 such that the endothermic temperature Te becomes the target endothermic temperature TEO according to the control block of FIG. 3, and drives the compressor 2 with the calculated rotation speed TGNCc. do.

When the endothermic temperature Te approaches the target endothermic temperature TEO at times T2 to T3, the cooling capacity required for the endothermic device 9 decreases as the load of the endothermic device 9 decreases, so that the compressor is compressed. The rotation speed of the machine 2 also gradually decreases. As a result, the inflow amount of the refrigerant flowing into the refrigerant-heat medium heat exchanger 64 decreases, so that the chiller water temperature Tw rises again. The chiller water temperature Tw continues to rise as it is, and when the time T4 is reached, the chiller water temperature Tw exceeds the temperature to be notified to the driver or the like (for example, 45 ° C.).

As described above, in the reference example, when the load on the heat absorber 9 side is low, that is, when the required cooling capacity is low, the rotation speed of the compressor 2 decreases, so that the refrigerant flows into the refrigerant-heat medium heat exchanger 64 side. The amount of heat is also reduced, and the temperature on the refrigerant-heat medium heat exchanger 64 side rises. Therefore, there is a possibility that the chiller water temperature Tw rises to the alarm temperature (Ex.TW> 45 ° C.) of the battery 55, which may cause deterioration of the battery 55 due to excessive heat generation of the battery 55.

(Control during cooling operation by the air conditioning priority mode of the present embodiment)
Therefore, in the present embodiment, in order to sufficiently cool the battery 55 even during the cooling operation in the air conditioning priority mode, the air conditioning controller 32 targets according to the temperature of the battery 55 to be temperature-controlled. The heat absorber temperature TEO is corrected to the target heat absorber temperature correction value TEO2. Then, the rotation speed of the compressor 2 is calculated and controlled with the target endothermic temperature correction value TEO2 as a target.

Hereinafter, the calculation of the target endothermic temperature correction value TEO2 and the calculation of the target compressor rotation speed TGNCc according to the target endothermic temperature correction value TEO2 by the air conditioning controller 32 will be described. In this embodiment, an example of detecting the chiller water temperature Tw as the temperature to be controlled as the temperature of the battery 55 will be described.

First, the air conditioning controller 32 calculates the amount of reduction TEO_PC from the target endothermic temperature TEO when calculating the target endothermic temperature correction value TEO2.
FIG. 6 is a control block diagram for calculating the amount of decrease in the target endothermic temperature TEO TEO_PC in the air conditioning controller 32 according to the present embodiment. As shown in FIG. 6, the air conditioning controller 32 is based on the difference between the chiller water temperature Tw and the target chiller water temperature TWO so that the chiller water temperature Tw becomes the preset target chiller water temperature (target temperature to be adjusted) TWO. Then, the amount of decrease in the heat absorber temperature TEO, TEO_PC, is calculated.

In the TEO operation amount calculation unit 223 of the air conditioning controller 32, the chiller water temperature Tw, the target chiller water temperature TWO, and the constants K1, K2, and K3 which are predetermined control gains are input, and the PID (proportional integral differentiation) calculation is performed based on these. , Or the operation amount related to the amount of decrease in the heat absorber temperature is calculated by PI (proportional integration) calculation. Then, the previous reduction amount TEO_PC is added as the F / B (feedback) operation amount to the operation amount, and is input to the limit setting unit 224.

In the limit setting unit 224, the lower limit lowering amount and the upper limit lowering amount limit are added to determine the lowering amount TEO_PC. For example, when the target endothermic temperature TEO is 10 ° C. and the lower limit of the target endothermic temperature TEO is 2.5 ° C., the range of the reduction amount TEO_PC is 0 ° C. to 7.5 ° C.

FIG. 7 is a control block diagram for calculating the target endothermic temperature correction value TEO2 in the air conditioning controller 32, and as shown in FIG. 7, the air conditioning controller 32 uses the subtraction amount TEO_PC thus calculated to obtain the target endothermic heat. The target endothermic temperature correction value TEO2 is calculated by subtracting from the device temperature TEO.
As shown in FIGS. 6 and 7, the reduction amount TEO_PC is a value determined in consideration of the immediately preceding reduction amount TEO_PC, and the target endothermic temperature correction value TEO2 is the difference between the target endothermic temperature TEO and the reduction amount TEO_PC. Demanded by.

FIG. 8 is a control block diagram for calculating the target compressor rotation speed TGNCc in the air conditioning controller 32 according to the present embodiment. As shown in FIG. 8, the air conditioning controller 32 is a target compressor based on the difference between the endothermic temperature Te and the target endothermic temperature correction value TEO2 so that the endothermic temperature Te becomes the target endothermic temperature correction value TEO2. Calculate the number of revolutions TGNCc.

In the TGNCc operation amount calculation unit 233 of the air conditioning controller 32, the heat absorber temperature Te, the target heat absorber temperature correction value TEO2, and the constants K4, K5, and K6 which are predetermined control gains are input, and PID (proportional) is input based on these. The amount of operation related to the rotation speed of the compressor 2 is calculated by an integral differential) operation or a PI (proportional integral) operation. The previous value of the I segment (integral element) of the target compressor rotation speed TGNCc is added as the F / B (feedback) manipulated variable with respect to the manipulated variable, and is input to the limit setting unit 234. Further, the TGNCc operation amount calculation unit 233 outputs a P segment (proportional element) of the target compressor rotation speed TGNCc obtained by multiplying the difference between the heat absorber temperature Te and the target heat absorber temperature correction value TEO2 by the constant K4.

The limit setting unit 234 outputs the I segment of the target compressor rotation speed TGNCc with a limit of the lower limit lowering amount and the upper limit lowering amount in control. The target compressor rotation speed TGNC is calculated by adding the P division (proportional element) of the target compressor rotation speed TGNCc to the I division of the compressor rotation speed TGNCc.

In this way, the air conditioning controller 32 corrects the target endothermic temperature TEO to the target endothermic temperature correction value TEO2 based on the chiller water temperature Tw, and calculates the compressor rotation speed TGNCc based on the target endothermic temperature correction value TEO2. I'm in control.

FIG. 9 is a timing chart showing the operations of the compressor 2, the heat absorber temperature Te, the chiller water temperature Tw, the chiller expansion valve 73, and the indoor expansion valve 8 in the vehicle air conditioner according to the present embodiment.
As shown in FIG. 9, in a state where the vehicle air conditioner 1 is performing normal cooling operation (without battery cooling), the chiller water temperature Tw gradually rises due to the heat generated by the battery 55, and the chiller water temperature TWO is relative to the target chiller water temperature TWO. The upper limit set (the temperature at which the chiller expansion valve should be opened) is reached (time T1). At this time, the air conditioning controller 32 switches from the normal cooling operation to the air conditioning priority mode in order to perform air conditioning and battery cooling at the same time, and opens the chiller expansion valve 73.

As a result, a part of the refrigerant circulating in the heat absorber 9 flows into the refrigerant-heat medium heat exchanger 64, and the chiller water temperature Tw decreases. On the other hand, since the amount of the refrigerant flowing into the endothermic device 9 decreases, the endothermic temperature Te begins to rise. Therefore, the air conditioning controller 32 calculates the target compressor rotation speed TGNCc based on the difference between the heat absorber temperature Te and the target heat absorber temperature TEO, and drives the compressor 2 with the target compressor rotation speed TGNCc. Here, since the endothermic temperature Te is rising, the difference between the target endothermic temperature TEO and the endothermic temperature Te is large, so that the target compressor rotation speed TGNCc becomes high.

When the endothermic temperature Te approaches the target endothermic temperature TEO at times T2 to T3, the cooling capacity required for the endothermic device 9 decreases as the load of the endothermic device 9 decreases, so that the compressor is compressed. The rotation speed of the machine 2 also gradually decreases. As a result, the inflow amount of the refrigerant flowing into the refrigerant-heat medium heat exchanger 64 decreases, so that the chiller water temperature Tw rises again and exceeds the chiller target water temperature TWO (time T3).

At this time, the air conditioning controller 32 calculates the target endothermic temperature correction value TEO2 according to the control block diagrams shown in FIGS. 6 and 7. Since the chiller water temperature Tw exceeds the target chiller water temperature TWO between the time T3 and the time T4, the target endothermic temperature correction value TEO2 gradually decreases.

As the target endothermic temperature correction value TEO2 decreases, the difference between the endothermic temperature Te and the target endothermic temperature correction value TEO2 becomes larger than the difference between the endothermic temperature Te and the target endothermic temperature TEO, and the compressor The target compressor rotation speed TGNCc of 2 increases. Since the target compressor rotation speed TGNCc increases, a sufficient amount of refrigerant flows into the refrigerant-heat medium heat exchanger 64, and the chiller water temperature Tw decreases. As the difference between the chiller water temperature Tw and the target chiller water temperature TWO becomes smaller, the amount of reduction TEO_PC becomes smaller. The lower limit of the target endothermic temperature correction value TEO2 is set to be equal to the lower limit of TEO (Ex.2.5 ° C.).

At time T4, when the chiller water temperature Tw and the target chiller water temperature TWO become equal, the target heat absorber temperature correction value TEO2 is held, and as a result, the target compressor rotation speed TGNCc is also held. At time T5, when the chiller water temperature Tw falls below the target chiller water temperature TWO, the target endothermic temperature correction value TEO2 is increased. The upper limit of the target endothermic temperature correction value TEO2 is the target endothermic temperature TEO.

As the target endothermic temperature correction value TEO2 increases, the difference between the endothermic temperature Te and the target endothermic temperature correction value TEO2 gradually decreases, and the target compressor rotation speed TGNCc of the compressor 2 decreases. Since the target compressor rotation speed TGNCc decreases, the amount of the refrigerant flowing into the refrigerant-heat medium heat exchanger 64 decreases, and the chiller water temperature Tw gradually increases. As the difference between the chiller water temperature Tw and the target chiller water temperature TWO becomes smaller, the amount of reduction TEO_PC becomes smaller.

FIG. 10 is a flowchart relating to the calculation processing of the target endothermic temperature correction value TEO2 and the target compressor rotation speed TGNCc by the air conditioning controller 32.
As shown in FIG. 10, the air conditioning controller 32 acquires the chiller water temperature Tw at regular time intervals (step S11). The acquired chiller water temperature Tw is compared with the pre-held target chiller water temperature TWO (step S12).

When the chiller water temperature Tw is higher than the target chiller water temperature TWO, the target collector temperature correction value TEO2 is decreased and the target compressor rotation speed TGNCc is increased (steps S12 to S14).
When the chiller water temperature Tw is equal to the target chiller water temperature TWO, the target collector temperature correction value TEO2 is held (step S12, steps S15 to S17).
When the chiller water temperature Tw is lower than the target chiller water temperature TWO, the target collector temperature correction value TEO2 is increased and the target compressor rotation speed TGNCc is decreased (step S12, steps S18 to S19).

As described above, according to the vehicle air-conditioning device 1 according to the present embodiment, the air-conditioning controller 32 sets the target heat absorber temperature TEO to the target heat absorber temperature according to the temperature of the battery 55 to be temperature-controlled. The correction value is corrected to TEO2. Then, the rotation speed of the compressor 2 is controlled with the target endothermic temperature correction value TEO2 as a target. In particular, the temperature of the battery 55 is higher than the target temperature (battery 55), although the heat absorber 9 reaches the target heat absorber temperature and the vehicle interior is sufficiently cooled (the required cooling capacity on the heat absorber 9 side is low). In the case where the required cooling capacity is high), the rotation speed of the compressor 2 is increased by lowering the target endothermic temperature correction value TEO2 in order to sufficiently cool the battery 55. By doing so, sufficient refrigerant is allowed to flow into the refrigerant-heat medium heat exchanger 64 while maintaining the air conditioning (cooling) in the vehicle interior without performing complicated processing such as switching of the control mode, and the battery 55. Can be cooled.

In the above-described embodiment, the battery has been described as an example of the temperature control target, but the present invention can also be applied to a heat generating device such as a motor or an inverter as the temperature control target. Although the embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to these embodiments, and the design changes, etc. within the range not deviating from the gist of the present invention, etc. Even if there is, it is included in the present invention.

1: Vehicle air conditioner, 2: Compressor, 4: Indoor condenser, 6: Outdoor expansion valve, 7: Outdoor heat exchanger, 8: Indoor expansion valve, 9: Heat absorber, 32: Air conditioning controller (control device), 44: Suction temperature sensor, 54: Outdoor heat exchanger temperature sensor, 56: Outdoor heat exchanger pressure sensor, 61: Equipment temperature control circuit, 63: Second circulation pump, 64: Refrigerator-heat medium heat exchanger, 65: Motor unit, 73: Chiller expansion valve, 76: Battery temperature sensor, 79: Heat medium temperature sensor

Claims (6)

A refrigerant circuit including a compressor that compresses the refrigerant, an endothermic that absorbs heat from the air supplied to the passenger compartment, and a heat exchanger that is subject to temperature control.
An equipment temperature control circuit that is connected to the refrigerant circuit via the heat exchanger to be temperature-controlled and that adjusts the temperature of the heat-controlled object mounted on the vehicle by the heat exchanger to be temperature-controlled.
A control device for controlling the refrigerant circuit and the equipment temperature adjustment circuit is provided.
The control device is
In the operation in which the air conditioning in the vehicle interior and the cooling of the temperature-controlled object are simultaneously performed by the air conditioning priority mode in which the air conditioning in the vehicle interior is prioritized.
A vehicle air conditioner that corrects the target heat absorber temperature of the heat absorber to a target heat absorber temperature correction value based on the temperature of the object to be temperature-controlled. The control device calculates the target heat absorber temperature correction value so as to lower the target heat absorber temperature when the temperature of the temperature-controlled target becomes higher than a preset target temperature-controlled target temperature. The vehicle air conditioner according to claim 1. The control device calculates the target heat absorber temperature correction value so as to raise the target heat absorber temperature when the temperature of the temperature-controlled target becomes lower than the preset target temperature-controlled target temperature. The vehicle air conditioner according to claim 1 or 2. Any one of claims 1 to 3 in which the control device maintains the target heat absorber temperature when the temperature of the temperature-controlled object reaches the same temperature as the preset target temperature-controlled target temperature. The vehicle air conditioner according to item 1. The temperature of the temperature control target is the temperature of the temperature control target detected by the temperature control target temperature sensor provided in the temperature control target, or the heat medium temperature provided in the equipment temperature control circuit. The vehicle air conditioner according to any one of claims 1 to 4, which is the temperature of the heat medium circulating in the device temperature control circuit detected by the sensor. The control device is
The vehicle air conditioner according to any one of claims 1 to 5, wherein the rotation speed of the compressor is controlled based on the difference between the target heat absorber temperature correction value and the temperature of the heat absorber.

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